U.S. patent number 10,195,903 [Application Number 15/010,751] was granted by the patent office on 2019-02-05 for pneumatic motorcycle tire.
This patent grant is currently assigned to THE GOODYEAR TIRE & RUBBER COMPANY, SUMITOMO RUBBER INDUSTRIES, LTD.. The grantee listed for this patent is The Goodyear Tire & Rubber Company, Sumitomo Rubber Industries, Ltd.. Invention is credited to Auguste Elichiry, Jean-Luc Faure, Sebastien Willy Fontaine, Armand Rene Gabriel Leconte, Masafumi Otani, Julien Michel Sylvain Seguy.
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United States Patent |
10,195,903 |
Otani , et al. |
February 5, 2019 |
Pneumatic motorcycle tire
Abstract
A pneumatic motorcycle tire 1 is provided with a tread pattern
having an intended tire rotational direction N. The tread portion 2
is provided on each side of the tire equator C with a unit pattern
9 repeatedly arranged in the tire circumferential direction to form
the tread pattern. The unit pattern 9 comprises: a first oblique
groove 11 extending axially outwardly from a vicinity of the tire
equator C and obliquely, while inclining to the rotational
direction N; a second oblique groove 12 disposed on the toe-side in
the rotational direction N of the first oblique groove 11 and
extending therealong; and a narrow oblique groove 15 extending
axially outwardly from the axially inner end of the first oblique
groove 11 to the axially inner end of the second oblique groove 12,
while inclining to the opposite direction to the rotational
direction N.
Inventors: |
Otani; Masafumi (Kobe,
JP), Fontaine; Sebastien Willy (Akron, OH),
Leconte; Armand Rene Gabriel (Akron, OH), Seguy; Julien
Michel Sylvain (Akron, OH), Faure; Jean-Luc (Akron,
OH), Elichiry; Auguste (Akron, OH) |
Applicant: |
Name |
City |
State |
Country |
Type |
Sumitomo Rubber Industries, Ltd.
The Goodyear Tire & Rubber Company |
Kobe-shi, Hyogo
Akron |
N/A
OH |
JP
US |
|
|
Assignee: |
SUMITOMO RUBBER INDUSTRIES,
LTD. (Kobe-Shi, Hyogo, JP)
THE GOODYEAR TIRE & RUBBER COMPANY (Akron, OH)
|
Family
ID: |
55070957 |
Appl.
No.: |
15/010,751 |
Filed: |
January 29, 2016 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20160221398 A1 |
Aug 4, 2016 |
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Foreign Application Priority Data
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Jan 30, 2015 [JP] |
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2015-017900 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60C
11/0302 (20130101); B60C 11/0304 (20130101); B60C
11/032 (20130101); B60C 11/033 (20130101); B60C
2011/0379 (20130101); B60C 2011/0376 (20130101); B60C
2011/0381 (20130101); B60C 2011/0334 (20130101); B60C
2200/10 (20130101); B60C 2011/0374 (20130101) |
Current International
Class: |
B60C
11/03 (20060101) |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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202138161 |
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Feb 2012 |
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CN |
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2013-519562 |
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May 2013 |
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JP |
|
Primary Examiner: Lee; Edmund H
Assistant Examiner: Krasnow; Nicholas R
Attorney, Agent or Firm: Birch, Stewart, Kolasch &
Birch, LLP
Claims
The invention claimed is:
1. A pneumatic motorcycle tire comprising a tread portion having
right and left tread edges and provided with a unidirectional tread
pattern for which an intended tire rotational direction is
specified, wherein a right half tread of the tread portion defined
between the tire equator and the right tread edge and a left half
tread of the tread portion defined between the tire equator and the
left tread edge are each provided with a unit pattern repeatedly
arranged in the tire circumferential direction so as to form the
unidirectional tread pattern, and the unit pattern comprises a
first oblique groove comprising a main portion extending
substantially straight and axially outwardly from the tire equator,
while inclining with respect to the tire axial direction to the
intended tire rotational direction, a second oblique groove
disposed on a toe-side in the tire rotational direction of the
first oblique groove, and extending along the first oblique groove,
while inclining with respect to the tire axial direction to the
intended tire rotational direction, and a narrow oblique groove
comprising an axially inner part, an axially outer part and a
curved part extending therebetween, wherein the axially inner part
of the narrow oblique groove extends substantially straight axially
outwardly from an axially inner end of the first oblique groove,
while inclining with respect to the tire axial direction to the
opposite direction to the intended tire rotational direction, the
curved part of the narrow oblique groove extends from an axially
outer end of the axially inner part to an axially inner end of the
axially outer part, while turning toward the intended tire
rotational direction, the axially outer part of the narrow oblique
groove extends substantially straight axially outwardly from the
curved part, while inclining with respect to the tire axial
direction to the intended tire rotational direction, and an axially
inner end of the second oblique groove is connected to the axially
inner part of the narrow oblique groove, wherein the first oblique
groove comprises a curved portion extending from the axially inner
end of the main portion of the first oblique groove toward the
opposite direction to the intended tire rotational direction, on
and along the tire equator, and then extending obliquely toward the
axially outside off the tire equator to an axially inner end of the
first oblique groove, while gradually decreasing its groove width,
and wherein the unit patterns repeatedly arranged in the right half
tread and the left half tread are staggered along the tire equator,
and the first oblique grooves of the unit patterns extend from
respective positions on the tire equator alternately toward the
right tread edge and the left tread edge.
2. The pneumatic motorcycle tire according to claim 1, wherein the
angle of the axially inner part of the narrow oblique groove with
respect to the tire circumferential direction is in a range of from
10 to 35 degrees.
3. The pneumatic motorcycle tire according to claim 1, wherein the
groove depth of the narrow oblique groove is in a range of from 40%
to 70% of the groove depth of the first oblique groove.
4. The pneumatic motorcycle tire according to claim 1, wherein the
groove width of the narrow oblique groove is in a range of from 1.0
to 2.0 mm.
5. The pneumatic motorcycle tire according to claim 1, wherein a
first axial position at which the axially inner part of the narrow
oblique groove is connected with the second oblique groove is
axially inside a second axial position at which the axially inner
part is connected to the curved part.
6. The pneumatic motorcycle tire according to claim 5, wherein the
second axial position is at an axial distance of at least 20 mm
from the tire equator.
7. The pneumatic motorcycle tire according to claim 1, wherein in
each of the right half tread and left half tread, when a developed
axial width thereof is divided into five equal parts, a difference
between land ratios in % of every two of the adjacent parts is not
more than 7.
8. The pneumatic motorcycle tire according to claim 1, wherein the
unit pattern further includes a third oblique groove disposed on
the toe-side in the intended tire rotational direction of the
second oblique groove and extending axially outwardly along the
second oblique groove while inclining with respect to the tire
axial direction to the intended tire rotational direction.
9. The pneumatic motorcycle tire according to claim 8, wherein the
unit pattern further includes a fourth oblique groove disposed on
the toe-side in the intended tire rotational direction of the third
oblique groove and extending axially outwardly along the third
oblique groove while inclining with respect to the tire axial
direction to the intended tire rotational direction, and an axially
outer end of the axially outer part of the narrow oblique groove is
connected to an axially inner end of the fourth oblique groove.
10. The pneumatic motorcycle tire according to claim 2, wherein the
groove depth of the narrow oblique groove is in a range of from 40%
to 70% of the groove depth of the first oblique groove.
11. The pneumatic motorcycle tire according to claim 2, wherein the
groove width of the narrow oblique groove is in a range of from 1.0
to 2.0 mm.
12. The pneumatic motorcycle tire according to claim 3, wherein the
groove width of the narrow oblique groove is in a range of from 1.0
to 2.0 mm.
13. The pneumatic motorcycle tire according to claim 2, wherein a
first axial position at which the axially inner part of the narrow
oblique groove is connected with the second oblique groove is
axially inside a second axial position at which the axially inner
part is connected to the curved part.
14. The pneumatic motorcycle tire according to claim 3, wherein a
first axial position at which the axially inner part of the narrow
oblique groove is connected with the second oblique groove is
axially inside a second axial position at which the axially inner
part is connected to the curved part.
15. The pneumatic motorcycle tire according to claim 4, wherein a
first axial position at which the axially inner part of the narrow
oblique groove is connected with the second oblique groove is
axially inside a second axial position at which the axially inner
part is connected to the curved part.
16. The pneumatic motorcycle tire according to claim 2, wherein in
each of the right half tread and left half tread, when a developed
axial width thereof is divided into five equal parts, a difference
between land ratios in % of every two of the adjacent parts is not
more than 7.
17. The pneumatic motorcycle tire according to claim 3, wherein in
each of the right half tread and left half tread, when a developed
axial width thereof is divided into five equal parts, a difference
between land ratios in % of every two of the adjacent parts is not
more than 7.
18. The pneumatic motorcycle tire according to claim 4, wherein in
each of the right half tread and left half tread, when a developed
axial width thereof is divided into five equal parts, a difference
between land ratios in % of every two of the adjacent parts is not
more than 7.
19. The pneumatic motorcycle tire according to claim 5, wherein in
each of the right half tread and left half tread, when a developed
axial width thereof is divided into five equal parts, a difference
between land ratios in % of every two of the adjacent parts is not
more than 7.
20. The pneumatic motorcycle tire according to claim 6, wherein in
each of the right half tread and left half tread, when a developed
axial width thereof is divided into five equal parts, a difference
between land ratios in % of every two of the adjacent parts is not
more than 7.
21. The pneumatic motorcycle tire according to claim 5, wherein the
unit pattern further includes a third oblique groove disposed on
the toe-side in the intended tire rotational direction of the
second oblique groove and extending along the second oblique groove
while inclining with respect to the tire axial direction to the
intended tire rotational direction, and a fourth oblique groove
disposed on the toe-side in the intended tire rotational direction
of the third oblique groove and extending axially outwardly along
the third oblique groove while inclining with respect to the tire
axial direction to the intended tire rotational direction, and an
axially outer end of the axially outer part of the narrow oblique
groove is connected to the fourth oblique groove.
22. The pneumatic motorcycle tire according to claim 21, wherein
one of the groove edges of the axially outer part of the narrow
oblique groove and one of the groove edges of the fourth oblique
groove are arranged in line.
23. The pneumatic motorcycle tire according to claim 22, wherein
the main portion of the first oblique groove is aligned with the
third oblique groove of the next unit pattern on both sides of the
axially outer part of the narrow oblique groove of said next unit
pattern.
24. The pneumatic motorcycle tire according to claim 1, wherein no
groove other than the first oblique grooves is disposed in the tire
equator.
Description
BACKGROUND OF THE INVENTION
The present invention relates to a pneumatic motorcycle tire, more
particularly to a tread pattern capable of improving wet
performance and ride comfort, and handling stability in good
balance.
Pneumatic motorcycle tires having good wet performance and ride
comfort are required in the market.
For example, by providing wide grooves in the tread portion of a
pneumatic motorcycle tire, the rigidity of the tread portion is
reduced and the ride comfort can be improved together with the wet
performance. However, the handling stability is liable to
deteriorate.
SUMMARY OF THE INVENTION
It is therefore, an object of the present invention to provide a
pneumatic motorcycle tire, in which the wet performance and ride
comfort, and the handling stability are improved in good
balance.
According to the present invention, a pneumatic motorcycle tire
comprises
a tread portion having right and left tread edges and provided with
a unidirectional tread pattern for which an intended tire
rotational direction is specified,
wherein
each of a right half tread of the tread portion defined between the
tire equator and the right tread edge and a left half tread of the
tread portion defined between the tire equator and the left tread
edge is provided with a unit pattern repeatedly arranged in the
tire circumferential direction so as to form the unidirectional
tread pattern, and
the unit pattern comprises
a first oblique groove extending axially outwardly from a vicinity
of the tire equator, while inclining to the intended tire
rotational direction,
a second oblique groove disposed on the toe-side in the tire
rotational direction of the first oblique groove, and extending
along the first oblique groove, and
a narrow oblique groove extending axially outwardly from an axially
inner end of the first oblique groove, while inclining to the
opposite direction to the intended tire rotational direction, and
connected to an axially inner end of the second oblique groove.
The pneumatic motorcycle tire according to the present invention
may further include the following features (1)-(8):
(1) the angle of the narrow oblique groove with respect to the tire
circumferential direction is in a range of from 10 to 35
degrees;
(2) the groove depth of the narrow oblique groove is in a range of
from 40% to 70% of the groove depth of the first oblique
groove;
(3) the groove width of the narrow oblique groove is in a range of
from 1.0 to 2.0 mm;
(4) the narrow oblique groove is connected with the second oblique
groove at a first axial position, and the narrow oblique groove is
bent at a second axial position axially outside the first axial
position, and then extends axially outwardly while inclining to the
intended tire rotational direction; (5) the second axial position
is at an axial distance of at least 20 mm from the tire equator;
(6) in each of the right half tread and left half tread, when a
developed axial width thereof is divided into five equal parts, a
difference between land ratios in % of every two of the adjacent
parts is not more than 7; (7) the unit pattern further includes a
third oblique groove disposed on the toe-side in the intended tire
rotational direction of the second oblique groove and extending
along the second oblique groove; (8) the unit pattern further
includes a fourth oblique groove disposed on the toe-side in the
intended tire rotational direction of the third oblique groove and
extending along the third oblique groove.
In this application including specification and claims, various
dimensions, positions and the like of the tire refer to those under
a normally inflated unloaded condition of the tire unless otherwise
noted.
The normally inflated unloaded condition is such that the tire is
mounted on a standard wheel rim and inflate to a standard pressure
but loaded with no tire load.
The standard wheel rim is a wheel rim officially approved or
recommended for the tire by standards organizations, i.e. JATMA
(Japan and Asia), T&RA (North America), ETRTO (Europe), TRAA
(Australia), STRO (Scandinavia), ALAPA (Latin America), ITTAC
(India) and the like which are effective in the area where the tire
is manufactured, sold or used. The standard pressure is the maximum
air pressure for the tire specified by the same organization in the
Air-pressure/Maximum-load Table or similar list. For example, the
standard wheel rim is the "standard rim" specified in JATMA, the
"Measuring Rim" in ETRTO, the "Design Rim" in TRA or the like. The
standard pressure is the "maximum air pressure" in JATMA, the
"Inflation Pressure" in ETRTO, the maximum pressure given in the
"Tire Load Limits at Various Cold Inflation Pressures" table in TRA
or the like.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a cross sectional view of a pneumatic motorcycle tire as
an embodiment of the present invention taken along line x-x of FIG.
2.
FIG. 2 is a developed partial view of the tread portion thereof
showing an example of the tread pattern according to the present
invention.
FIG. 3 is an enlarged developed partial view of the tread portion
shown in FIG. 2.
FIG. 4 is a developed partial view of the tread portion of a
comparative example tire.
FIG. 5 is a developed partial view of the tread portion of another
comparative example tire.
DESCRIPTION OF THE PREFERRED EMBODIMENT
An embodiments of the present invention will now be described in
detail in conjunction with the accompanying drawings.
As shown in FIG. 1, a pneumatic motorcycle tire 1 as an embodiment
of the present invention comprises a tread portion 2, a pair of
axially spaced bead portions 4 each with a bead core 5 therein, a
pair of sidewall portions 3 extending between the tread edges and
the bead portions 4, a carcass 6 extending between the bead
portions 4, and a tread reinforcing cord layer 7 disposed radially
outside the carcass 6 in the tread portion 2.
As a characteristic of a motorcycle tire, the tread portion 2
(inclusive of the carcass 6, tread reinforcing cord layer 7 and a
tread rubber thereon) is convexly curved so that the tread face 2a
between the right and left tread edges 2t is curved like an arc
swelling radially outwardly, and the maximum cross sectional width
of the tire 1 occurs between the tread edges 2t, namely, equals to
the axial tread width.
In the drawings, "TW" denotes the developed tread width, namely,
the axial width between the tread edges 2t of the developed tread
portion 2.
The carcass 6 in this example is composed of a single ply 6A of
cords extending between the bead portions 4 through the tread
portion 2 and the sidewall portions 3 and turned up around the bead
core 5 in each bead portion 4 so as to form a pair of turned up
portions 6b and a main portion 6a therebetween.
Between the main portion 6a and the turned up portion 6b in each of
the bead portions 4, a bead apex Ba made of hard rubber is
disposed.
The tread reinforcing cord layer 7 comprises a belt composed of at
least one ply, in this embodiment, two radially inner and outer
cross plies 7A and 7B of cords laid at an inclination angle in a
range of from 5 to 40 degrees with respect to the tire equator C,
for example.
For the belt cords, for example, steel cords, aramid cords, rayon
cords and the like can be suitably used.
The tread portion 2 is provided with a unidirectional tread pattern
for which an intended tire rotational direction N is specified. The
intended tire rotational direction N is indicated in the outer
surface of the tire, for example, in the sidewall portion 3.
As shown in FIG. 2, in each of a right half tread 2A and a left
half tread 2B of the tread portion 2, a unit pattern 9 is arranged
repeatedly in the tire circumferential direction to form the
unidirectional tread pattern.
The right half tread 2A is defined between the tire equator C and
the right tread edge 2t. The left half tread 2B is defined between
the tire equator C and the left tread edge 2t.
The unit pattern 9 comprises a plurality of oblique grooves 10 and
a narrow oblique groove 15.
The tread pattern in this embodiment consists of the oblique
grooves 10 and the narrow oblique grooves 15 of the repeated unit
patterns 9. That is, no other grooves are included in this
embodiment. But, in another embodiment, other grooves may be
included.
The oblique grooves 10 are each defined as having a groove width of
more than 2 mm. The narrow oblique groove 15 is defined as having a
groove width of not more than 2 mm at the tread face 2a.
In this embodiment, as shown in FIG. 2 and FIG. 3, the oblique
grooves 10 include a first oblique groove 11, a second oblique
groove 12, a third oblique groove 13, and a fourth oblique groove
14.
The first oblique groove 11 extends axially outwardly from a
vicinity of the tire equator C, while inclining to the intended
tire rotational direction N.
In this embodiment, the first oblique groove 11 is composed of
a main portion extending substantially straight and axially
outwardly from the tire equator C, while inclining with respect to
the tire axial direction to the intended tire rotational direction
N, and having an axially outer end defining the axially outermost
end 11e of the first oblique groove 11, and
a curved portion extending from the axially inner end of the main
portion toward the opposite direction to the intended tire
rotational direction N, along the tire equator C for a short
distance, and then obliquely toward the axially outside to the
axially inner end of the first oblique groove 11, while gradually
decreasing its groove width.
As shown in FIG. 3, if a first straight line 11c is drawn between
the axially innermost end 11i and the axially outermost end 11e of
the first oblique groove 11, the first straight line 11c is
inclined with respect to the tire axial direction to one
circumferential direction, and the first oblique groove 11 is
convexed toward the intended tire rotational direction N from the
first straight line 11c.
Such first oblique groove 11 provides good drainage from a straight
running state of the motorcycle with almost zero camber angle to a
turning state of the motorcycle with a small camber angle. Further,
during turning, the first oblique groove 11 exerts an edge effect
to improve the wet performance.
The second oblique groove 12 is disposed on the toe-side in the
tire rotational direction N of the first oblique groove 11 and
extends along the first oblique groove 11.
The axially innermost end 12i of the second oblique groove 12 is
disposed axially outside the axially innermost end 11i of the first
oblique groove 11.
The axially outermost end 12e of the second oblique groove 12 is
positioned axially outside the axially outermost end lie of the
first oblique groove 11.
Such second oblique groove 12 provides good drainage from the
straight running state to the turning state of the motorcycle,
while maintaining the circumferential rigidity of a part of the
tread portion 2 between the first oblique groove 11 and the second
oblique groove 12.
In this embodiment, the second oblique groove 12 is composed of
a main portion extending substantially straight and axially
outwardly from the above-mentioned axially innermost end 12i, while
inclining with respect to the tire axial direction to the intended
tire rotational direction N, and
an axially outer curved portion extending from the axially outer
end of the main portion toward the adjacent tread edge 2t to the
above-mentioned axially outer end of the second oblique groove 12,
while gradually increasing its inclination angle with respect to
the tire circumferential direction.
If a second straight line 12c is drawn between the axially
innermost end 12i and the axially outermost end 12e of the second
oblique groove 12, the second straight line 12c is inclined with
respect to the tire axial direction to the same circumferential
direction as that of the first straight line 11c. The second
oblique groove 12 is convexed toward the intended tire rotational
direction N from the second straight line 12c.
Preferably, the angle .theta.2 of the second straight line 12c with
respect to the tire circumferential direction is more than the
angle .theta.1 of the first straight line 11c with respect to the
tire circumferential direction.
Such second oblique groove 12 provides good drainage from a running
state with a small camber angle to a turning state with a large
camber angle. Further, since the inclination angle of the second
oblique groove 12 with respect to the tire axial direction is
gradually decreased, the axial rigidity of the tread portion on
both sides of the second oblique groove 12 is gradually increased,
therefore, the handling stability during turning with a large
camber angle is improved.
The angle .theta.1 of the first straight line 11c is preferably set
in a range of from 12 to 28 degrees, more preferably 15 to 25
degrees.
The angle .theta.2 of the second straight line 12c is preferably
set in a range of from 28 to 42 degrees, more preferably 30 to 40
degrees.
The difference between the angle .theta.2 and the angle .theta.1 is
preferably not more than 25 degrees.
The third oblique groove 13 is disposed on the toe-side in the tire
rotational direction N of the second oblique groove 12 and extends
along the second oblique groove 12.
The axially innermost end 13i of the third oblique groove 13 is
positioned axially outside the axially innermost end 12i of the
second oblique groove 12.
The axially outermost end 13e of the third oblique groove 13 may be
positioned axially outside the axially outermost end 12e of the
second oblique groove 12. But, in this embodiment, they are
positioned at substantially same axial position.
In this embodiment, the third oblique groove 13 is composed of
an axially inner portion extending substantially straight and
axially outwardly from the above-mentioned axially innermost end
13i, while inclining with respect to the tire axial direction to
the intended tire rotational direction N, and
an axially outer curved portion extending from the axially outer
end of the axially inner portion toward the adjacent tread edge 2t
to the above-mentioned axially outer end of the third oblique
groove 13, while gradually increasing its inclination angle with
respect to the tire circumferential direction.
The axially outer curved portion of the third oblique groove 13 has
substantially same configuration as that of the axially outer
curved portion of the second oblique groove 12, and they are
substantially parallel with each other.
The axially inner portion of the third oblique groove 13 has a
shorter length when compared with that of the main portion of the
second oblique groove 12.
If a third straight line 13c is drawn between the axially innermost
end 13i and the axially outermost end 13e of the third oblique
groove 13, the third straight line 13c is inclined with respect to
the tire axial direction to the same circumferential direction as
that of the second straight line 12c. The third oblique groove 13
is convexed toward the intended tire rotational direction N from
the third straight line 13c.
Such third oblique groove 13 provides good drainage from a turning
state with a middle camber angle to a turning state with a large
camber angle. Further, since the inclination angle of the third
oblique groove 13 with respect to the tire axial direction is
gradually decreased, the axial rigidity of the tread portion on
both sides of the third oblique groove 13 is gradually increased,
therefore, the handling stability during turning with a large
camber angle is improved.
Preferably, the angle .theta.3 of the third straight line 13c with
respect to the tire circumferential direction is more than the
angle .theta.2 of the second straight line 12c with respect to the
tire circumferential direction.
The difference between the angle .theta.3 and the angle .theta.2 is
preferably not more than 25 degrees.
The angle .theta.3 of the third straight line 13c is preferably set
in a range of from 35 to 50 degrees, more preferably 37 to 47
degrees.
It is preferable that, on both sides of the narrow oblique groove
15, the third oblique groove 13 (the axially inner portion) is
aligned with the first oblique groove 11 (the main portion) of the
next unit pattern 9 on the toe-side in the tire rotational
direction as if the first oblique groove 11 and the third oblique
groove 13 are continuous.
More specifically, an extension of the widthwise center line 13k of
the third oblique groove 13 intersects the axially inner end 11a of
the first oblique groove 11.
In comparison with a long oblique groove extending from the tire
equator to the vicinity of the tread edge, such groove arrangement
can increase the rigidity of a middle tread portion, and the
handling stability can be improved, without sacrificing the
drainage performance.
The fourth oblique groove 14 is disposed on the toe-side in the
tire rotational direction N of the third oblique groove 13. The
fourth oblique groove 14 is inclined with respect to the tire axial
direction to the same circumferential direction as the third
oblique groove 13.
The axially innermost end 14i of the fourth oblique groove 14 is
positioned axially outside the axially innermost end 13i of the
third oblique groove 13.
The axially outermost end 14e of the fourth oblique groove 14 may
be positioned axially outside the axially outermost end 13e of the
third oblique groove 13. But, in this embodiment, they are
positioned at substantially same axial position, therefore, good
drainage performance can be obtained without excessively decreasing
the rigidity in the vicinity of the tread edge 2t.
If a fourth straight line 14c is drawn between the axially
innermost end 14i and the axially outermost end 14e of the fourth
oblique groove 14, the fourth straight line 14c is inclined with
respect to the tire axial direction to the same circumferential
direction as that of the third straight line 13c.
Preferably, the angle .theta.4 of the fourth straight line 14c with
respect to the tire circumferential direction is more than the
angle .theta.3 of the third straight line 13c with respect to the
tire circumferential direction.
The difference between the angle .theta.4 and the angle .theta.3 is
preferably not more than 25 degrees.
The angle .theta.4 of the fourth straight line 14c is preferably 50
to 65 degrees, more preferably 53 to 63 degrees.
As described above, the angles .theta.1, .theta.2, .theta.3 and
.theta.4 of the first-fourth straight lines 11c, 12c, 13c and 14c
are gradually increased. As a result, with the increase in the
camber angle, the axial rigidity of the tread portion (ground
contacting part) is increased, and the handling stability is
improved. Further, the drainage performance is improved.
In order to improve the wet performance and handling stability in
good balance, the averaged groove width W1 of each of the oblique
grooves 10 (11-14) is preferably set in a range of from 1.5% to
4.5% of the developed tread width TW.
The groove depths D1 of the oblique grooves 10 are, for example,
set in a range of from 3 to 10 mm. The groove depth D1 may be
constant or varied, for example, gradually decreased or increased
toward the axially inner end.
In this embodiment, in order to increase the rigidity of the tread
portion 2 and thereby to improve the handling stability, the groove
depth D2 of the second oblique groove 12 is gradually decreased
towards the axially inside. Preferable, the minimum value of the
groove depth D2 is set in a range of from 40% to 70% of the groove
depth D1 of the first oblique groove 11.
The narrow oblique groove 15 comprises
an axially inner part 16 extending substantially straight and
axially outwardly from the axially inner end of the first oblique
groove 11, while inclining to the opposite direction to the tire
rotational direction N, and
an axially outer part 19 extending substantially straight and
axially outwardly from the axially outer end of the axially inner
part 16 through a curved part 18, while inclining to the tire
rotational direction N. The curved part 18 is curved so as to
connect between the axially inner part 16 and the axially outer
part 19 smoothly without inflection points.
Such narrow oblique groove 15 exerts its edge effect
multidirectionally to improve the handling stability. Further, the
narrow oblique groove 15 reduces the rigidity of the tread portion,
therefore, shocks and vibrations when passing over seams of asphalt
and rough road surfaces can be reduced, and the ride comfort is
improved.
In this embodiment, the narrow oblique groove 15 is defined as
having a substantially constant width of not more than 2 mm.
The axially outer end of the axially outer part 19 is connected to
the fourth oblique groove 14 in order to improve the drainage
performance.
In this embodiment, one of the groove edges of the axially outer
part 19 and one of the groove edges of the fourth oblique groove 14
are arranged in line.
The axially outermost end of the axially outer part 19, namely,
that of the narrow oblique groove 15 is positioned axially outside
the axially innermost end 14i of the fourth oblique groove 14.
Preferably, the angle .alpha.1 of the axially inner part 16 with
respect to the tire circumferential direction is set in a range of
from 10 to 35 degrees.
If the angle .alpha.1 is less than 10 degrees, since the
circumferential component of the edges of the axially inner part 16
is decreased, there is a possibility that the handling stability is
deteriorated. If the angle .alpha.1 is more than 35 degrees, there
is a possibility that the drainage performance during straight
running is deteriorated.
It is preferable that the angle .alpha.2 of the axially outer part
19 with respect to the tire circumferential direction is set in a
range of from 65 to 85 degrees.
In the course from the axially inner part 16 to the axially outer
part 19, a position of the narrow oblique groove 15 at which the
angle of the narrow oblique groove 15 with respect to the tire
circumferential direction becomes more than 35 degrees is defined
as an axially innermost end 18i of the curved part 18. Such axially
innermost end 18i is preferably positioned at an axial distance La
of at least 20 mm from the tire equator C in order to maintain
necessary rigidity for the tread center region and not to
deteriorate the handling stability.
The axially inner part 16 of the narrow oblique groove 15 is, at a
middle of the length thereof, connected with the axially inner end
of the second oblique groove 12, namely, the second oblique groove
12 is not extended beyond the axially inner part 16 in order not to
reduce the rigidity in the vicinity of the groove junction and
thereby not to deteriorate the handling stability.
Preferably, the groove depth D3 of the narrow oblique groove 15 and
the groove depth of the second oblique groove 12 are the same at
the junction therebetween in order to expedite the drainage and in
order not to decrease the strength of the tread portion 2 at the
junction.
Preferably, the groove depth D3 of the narrow oblique groove 15 is
set in a range of from 40% to 70% of the groove depth D1 of the
first oblique groove 11 in order to improve the wet performance,
handling stability and ride comfort in a well balanced manner.
Preferably, the groove width W2 of the narrow oblique groove 15 is
not less than 1.0 mm.
If less than 1.0 mm, the drainage performance is deteriorated, and
there is a possibility that the ride comfort can not be improved
because the tread rigidity can not be effectively decreased, and
the tread portion can not deflect sufficiently to absorb shocks and
vibrations caused by rough road surfaces and the like. If the
groove width W2 is more than 2.0 mm, there is a possibility that
the tread rigidity is excessively decreased, and the handling
stability is deteriorated.
In order to effectively derive such advantageous effects, the
developed axial length L1 of the narrow oblique groove 15 (shown in
FIG. 2) is preferably set in a range of from 20% to 40% of the
developed tread width TW.
As shown in FIG. 3, if the developed axial width of each of the
right half tread 2A and left half tread 2B is divided into five
equal parts, namely, a first region T1, a second region T2, a third
region T3, a fourth region T4 and a fifth region T5 arranged in
this order from the tire equator C to the tread edge 2t,
in each of the first and left half treads 2A and 2B, land ratios
S1, S2, S3, S4 and S5 (%) of the respective first-fifth regions T1,
T2, T3, T3 and T5 satisfy the following conditions:
the difference between S2 and S1 is not more than 7,
the difference between S3 and S2 is not more than 7,
the difference between S4 and S3 is not more than 7, and
the difference between S5 and S4 is not more than 7,
namely, the difference between the land ratios of the adjacent
regions or parts is set in a range of not more than 7,
preferably not more than 5 in order to uniform the deflection of
the tire 1 from a straight running state with almost zero camber
angle to a turning state of the largely leant motorcycle with a
large camber angle, and thereby to improve the ride comfort.
Incidentally, the land ratio of a region is a ratio (%) of the
ground contacting area of the region to the overall area of the
region.
It is preferable that the land ratios S1-S5 (%) of the first-fifth
regions T1-T5 further satisfy the following condition:
S1<S2<S3<S4<S5.
Further, it is preferable that
the land ratio S1 is in a range of from 75% to 85%,
the land ratio S2 is in a range of from 77% to 87%,
the land ratio S3 is in a range of from 80% to 90%,
the land ratio S4 is in a range of from 82% to 92%, and
the land ratio S5 is in a range of from 85% to 95%.
Thus, the rigidity in the first region T1 contacting with the
ground during straight running is relatively decreased, therefore,
the ride comfort during straight running can be improved.
Incidentally, the motorcycle is most stable during straight
running, therefore, such decrease in the rigidity in the first
region T1 is not affect other performances.
In contrast, the motorcycle is unstable during turning with the
fifth region T5 contacting with the ground, therefore, the land
ratio S5 is maximized to increase the rigidity in the fifth region
T5 and thereby to improve the handling stability when the
motorcycle is largely leant.
In this embodiment, as shown in FIG. 1, each of the axially outer
ends of the oblique grooves 10 (11, 12, 13 and 14) is a closed
end.
The axially inner end of the first oblique groove 11 is positioned
within the first region T1.
The axially outer end of the first oblique groove 11 is positioned
within the second or third region T2 or T3, in this example, on the
boundary therebetween.
The axially inner end of the second oblique groove 12 is positioned
within the first or second region T1 or T2, in this example, within
the first region T1.
The axially inner end of the third oblique groove 13 is a closed
end positioned within the third region T3.
The axially outer end of the forth oblique groove 14 is positioned
within the forth region T4.
The above described tread pattern, land ratios S1-S5 and structure
are optimized for a front wheel (idle wheel not to contribute to
the driving force) whose ground pressure is relatively low in
comparison with the rear wheel in order to improve the handling
stability, wet performance and ride comfort in a well balanced
manner. Thus, the pneumatic motorcycle tire 1 according to the
present embodiment can be suitably used for a front wheel of a
motorcycle.
Comparison Tests
Based on the structure shown in FIG. 1, motorcycle tires of size
120/70ZR17 were experimentally manufactured according to
specifications listed in Table 1 and tested for the handling
stability, wet performance and ride comfort.
<Handling Stability and Ride Comfort>
Each test tire was mounted on the front wheel of a 1300 cc
motorcycle. (Tire pressure 250 kPa) Then, during running on a dry
asphalt road surface of a circuit test course, a test rider
evaluated the handling stability based on handle response and
cornering performance such as road grip. Further, the test rider
evaluated the ride comfort based on shocks and vibrations when
passing over seams of the asphalt and rough road surfaces. The test
results are indicated in Table 1 by an index based on Embodiment
tire Ex. 1 being 100, wherein the larger the value, the better the
performance.
<Wet Performance>
Using the above-mentioned motorcycle, the test rider evaluated the
wet performance based on handling response, cornering performance,
traction performance and road-grip performance when running on a
wet asphalt road surface of a test course covered with 5 mm depth
water.
The results are indicated in Table 1 by an index based on
Embodiment tire Ex. 1 being 100, wherein the larger the value, the
better the performance.
TABLE-US-00001 TABLE 1 Tire Ref. 1 Ref. 2 Ex. 1 Ex. 2 Ex. 3 Ex. 4
Ex. 5 Ex. 6 Ex. 8 Ex. 7 tread pattern (FIG. No.) 4 5 2 2 2 2 2 2 2
2 1st-4th oblique grooves maximum depth (mm) 4.5 4.5 4.5 4.5 4.5
4.5 4.5 4.5 4.5 4.5 narrow oblique groove angle .alpha.1 (deg.) 25
25 25 5 10 35 40 25 25 25 depth ratio D3/D1 (%) 56 56 56 56 56 56
56 35 70 40 width W2 (mm) 1.2 1.2 1.2 1.2 1.2 1.2 1.2 1.2 1.2 1.2
distance La (mm) 20 45 20 20 20 20 20 20 20 20 handling stability
95 90 100 95 97 100 102 102 98 100 wet performance 95 95 100 102
100 98 96 97 103 98 ride comfort 95 95 100 100 100 100 98 98 102
100 Tire Ex. 9 Ex. 10 Ex. 11 Ex. 12 Ex. 13 Ex. 14 Ex. 15 Ex. 16 Ex.
17 tread pattern (FIG. No.) 2 2 2 2 2 2 2 2 2 1st-4th oblique
grooves maximum depth (mm) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
narrow oblique groove angle .alpha.1 (deg.) 25 25 25 25 25 25 25 25
25 depth ratio D3/D1 (%) 75 56 56 56 56 56 56 56 56 width W2 (mm)
1.2 0.8 1.0 2.0 2.5 1.2 1.2 1.2 1.2 distance La (mm) 20 20 20 20 20
5 10 25 30 handling stability 95 104 102 98 96 98 100 98 96 wet
performance 105 97 98 102 104 98 100 100 100 ride comfort 105 96 98
102 104 98 98 102 104
While detailed description has been made of an especially
preferable embodiment of the present invention, the present
invention can be embodied in various forms without limited to the
illustrated embodiment.
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